Ditch-CrossingLights

(1) Ditch lights.
(i) Ditch lights shall consist of two white lights, each producing a steady
beam of at least 200,000 candela, placed at the front of the locomotive, at
least 36 inches above the top of the rail.
(ii) Ditch lights shall be spaced at least 36 inches apart if the vertical
distance from the headlight to the horizontal axis of the ditch lights is 60
inches or more.
(iii) Ditch lights shall be spaced at least 60 inches apart if the vertical
distance from the headlight to the horizontal axis of the ditch lights is less
than 60 inches.
(iv) Ditch lights shall be focused horizontally within 45 degrees of the
longitudinal centerline of the locomotive.

(3) Crossing lights.
(i) Crossing lights shall consist of two white lights, placed at the front of
the locomotive, at least 36 inches above the top of the rail.
(ii) Crossing lights shall be spaced at least 36 inches apart if the vertical
distance from the headlight to the horizontal axis of the ditch lights is 60
inches or more.
(iii) Crossing lights shall be spaced at least 60 inches apart if the vertical
distance from the headlight to the horizontal axis of the ditch lights is less
than 60 inches.
(iv) Each crossing light shall produce at least 200,000 candela, either
steadily burning or alternately flashing.
(v) The flash rate of crossing lights shall be at least 40 flashes per minute
and at most 180 flashes per minute.
(vi) Crossing lights shall be focused horizontally within 15 degrees of the
longitudinal centerline of the locomotive.

The following is an explanation definition of:
1) Ditch lights
2) Crossing lights
as they relate to the above:

Very simply, the definitions of the two terms are
illustrated in the names themselves. Both are similar, in that they are
designed to illuminate those portions of the track right-of-way that lie
outside the area normally illuminated by the standard headlight. They are
similar also in that they both typically use the same 200- or 350- watt sealed
beam found in the standard headlight, and, thus, share the same narrow beam
width.

"Ditch
light" refers to the "ditch" or area of the right-of-way located
immediately forward of the locomotive, to either side of the track that this
light illuminates. These lights are designed to increase the visibility of the
train crews themselves, thus providing an added margin of safety against
potential hazards that might exist in those areas. This explains, also, the use
of a wider focal angle than that recommended for "crossing lights."

On the other
hand, as the name would seem to imply, "crossing lights" are used as
much to provide a warning to motor vehicle operators located at highway/rail
intersections at grade some distance ahead of an approaching train in its
direction of travel as they are to provide better visibility for the train
crews. In order to accomplish this a narrower focal angle is used to ensure
that the light can be seen far enough up the track in advance of the arrival of
the train at the crossing that it can provide adequate warning.

Generally,
ditch lights are used in a steady burn mode. Crossing lights are set to flash
at a minimum of 40 flashes per minute (maximum 180 flashes per minute).

Randall Dickinson
Grade Crossing Manager for the FRA
Clifton Park, New York

(d) Effective December 31, 1997, each lead
locomotive operated at a speed greater than 20 miles per hour over one or more
public highway- rail crossings shall be equipped with operative auxiliary
lights, in addition to the headlight required by paragraph (a) or (b) of this
section. A locomotive equipped on March 6, 1996 with auxiliary lights in
conformance with Sec. 229.133 shall be deemed to conform to this section until
March 6, 2000. All locomotives in compliance with Sec. 229.133(c) shall be
deemed to conform to this section. Auxiliary lights shall be composed as
follows:
(1) Two white auxiliary lights shall be placed at the front of the locomotive
to form a triangle with the headlight.
(i) The auxiliary lights shall be at least 36 inches above the top of the rail,
except on MU locomotives and control cab locomotives where such placement would
compromise the integrity of the car body or be otherwise impractical. Auxiliary
lights on such MU locomotives and control cab locomotives shall be at least 24
inches above the top of the rail.
(ii) The auxiliary lights shall be spaced at least 36 inches apart if the
vertical distance from the headlight to the horizontal axis of the auxiliary
lights is 60 inches or more.
(iii) The auxiliary lights shall be spaced at least 60 inches apart if the
vertical distance from the headlight to the horizontal axis of the auxiliary
lights is less than 60 inches.
(2) Each auxiliary light shall produce at least 200,000 candela.
(3) The auxiliary lights shall be focused horizontally within 15 degrees of the
longitudinal centerline of the locomotive.
(e) Auxiliary lights required by paragraph (d) of this section may be arranged
(1) to burn steadily or
(2) flash on approach to a crossing.
If the auxiliary lights are arranged to flash;
(i) they shall flash alternately at a rate of at least 40 flashes per minute
and at most 180 flashes per minute,
(ii) the railroad's operating rules shall set a standard procedure for use of
flashing lights at public highway-rail grade crossings, and
(iii) the flashing feature may be activated automatically, but shall be capable
of manual activation and deactivation by the locomotive engineer. (f) Auxiliary
lights required by paragraph (d) of this section shall be continuously
illuminated immediately prior to and during movement of the locomotive, except
as provided by railroad operating rules, timetable or special instructions,
unless such exception is disapproved by FRA. A railroad may except use of
auxiliary lights at a specific public highway-rail grade crossing by
designating that exception in the railroad's operating rules, timetable, or a
special order. Any exception from use of auxiliary lights at a specific public
grade crossing can be disapproved for a stated cause by FRA's Associate Administrator
for Safety or any one of FRA's Regional Administrators, after investigation by
FRA and opportunity for response from the railroad.
(g) Movement of locomotives with defective auxiliary lights.
(1) A lead locomotive with only one failed auxiliary light must be repaired or
switched to a trailing position before departure from the place where an
initial terminal inspection is required for that train.
(2) A locomotive with only one auxiliary light that has failed after departure
from an initial terminal, must be repaired not later than the next calendar
inspection required by Sec. 229.21.
(3) A lead locomotive with two failed auxiliary lights may only proceed to the
next place where repairs can be made. This movement must be consistent with
Sec. 229.9.
(h) Any locomotive subject to Part 229, that was built before December 31,
1948, and that is not used regularly in commuter or intercity passenger
service, shall be considered historic equipment and excepted from the
requirements of paragraphs (d) through (h) of this section.

[45 FR 21109, Mar. 31, 1980, as amended at 61
FR 8887, Mar. 6, 1996]

The FRA has stated that the 2 auxiliary lights in the paragraphs d-h
(above), must form the base of the triangle. It was also stated that the intent
was that the lights be headlight lamps and not strobes.

The triangular pattern:
1) A light pattern that a would distinguish a locomotive from other vehicles
2) A pattern that aided in speed of approach of the oncoming locomotive.

It was stated that an individual has an increased perception of the velocity of
an approaching locomotive by using a special arrangements of lights such as a
triangular. The larger changes in the angular size of the 3 point triangular
pattern aid in the information needed to make judgments at crossings.

CN No. 2454 C40-8M (Dash 8-40CM)
Note closeness of the lights... The FRA states that CN is "grandfathered
in" on the lights as mounted and that new equipment will be in compliance
to the Sec. 229.125(d) dimensions.

misc. photos of lighting on GRS locomotives:

Guilford No. 210 GP35 (pre "ditch lights") photo by: Pete Lester

Guilford No. 690 SD39
Apparently, headlights were not turned back ON after a stop. photo by: Pete Lester

Spots, Floods, Headlights, and the Triangular Pattern:

The following excerpt is taken from the
Locomotive Conspicuity Report referenced above: "The standard headlight
can provide a visual signal to motorists at grade crossings to indicate the
approach of a train. However, the single point source of light, narrow beam
width, and focus angle limits the ability of a motorist to recognize the
approach of a locomotive or estimate its rate of approach."

Spot lamps are used out of the necessity of obtaining
the most detail information at the greatest distance. The locomotive engineer
needs the ability to take a course of action as it takes plenty of distance to
stop the train if needed. A flood lamp would tend to give a wider angle of
illumination, but the illumination is more diffuse as a result.

For an
automobile, a spot lamp would be all wrong for several reasons including
blinding traffic around you (automotive headlights direct the majority of their
light to the ground but spots and floods direct the light directly outward) as
well as being far too narrow (a typical headlight has at least a 30° beam
spread - although that's not determined the same way spot and flood beam
spreads are determined ... it can get a bit confusing and I don't want to mislead
you here). An automobile driver needs to see a wider field than a more detailed
field when driving. A train operator needs to see more detail at a farther
distance since he doesn't determine the path the train goes (except maybe at a
few select switches which he needs to be able to spot).

I went to the
Locomotive Conspicuity Report web page you linked to me (albeit just chapter
4), and the only references for motorist conspicuity is to the triangular
pattern of the 3 lamps - not necessarily the beam pattern emitted from each
lamp. It's the fact that it's a triangle that allows motorists to identify the
oncoming object as a train. And a higher peak intensity spot lamp will allow a
motorist to identify the train at a greater distance than if it were just
floods. I'd try this out. If you've got a long, untraveled area, setup three
spots and three floods in a triangular pattern as you'd see on a train, go as
far away as possible, and traveling toward the setups see which one can be
first identified as three distinct sources rather than just one large glob of
light.

I don't know
if there is an angular cutoff at which on one side a lamp is considered a spot
lamp and on the other it's considered a flood. The rule of thumb I'd say is if
it's a narrow beam (around 10°) it's a spot and if it's a wide beam (around
50°) it's a flood.

Douglas G.
Cummins - Calcoast ITL

I don't know if there is a specific number but looking at
the spec guides Philips shows a 16 degree spot and a 24 degree flood in their
mr16's. GE shows a 20 degree narrow flood in their 50MR16/Q/20 and a spot
in their Q35MR11/SP20. From that I would suspect that 20 degrees is the
cut off.

John Devereux

Crossing of 2 auxiliary lights ("cross-eyed" lights):

The report of 1995 seemed to indicate that the
crossing of the beams of the 2 auxiliary lights was the exception to what was
being used. It appears that now (2000) this is the norm for most railroads (see
below).

Canada:
There was a train derailment in 1974 caused by a mountain landslide that made
ditch lights required in Canada. The idea that better visibility of the track
right-of-way might have prevented this accident was the driving force to this
mandate. The Canadian Pacific (CP) Railroad installed their ditch lights aimed
inward so that they crossed at 150 feet at a point in front of the locomotive
and the projections of which crossed the rails at 300 feet. To produce this
relationship, the inward aim of the lights calculates at 1° for a distance of
5.3 ft between the 2 auxiliary lights. Having the auxiliary lights parallel to
the tracks or at 0° was found to give adequate warning to motorists.

Australia:
It was found in Australia that increasing the angle of aim of the crossing
lights outward, away from the centerline of the locomotive by (7.5 or 15
degrees) made only one of the 2 auxiliary lights visible on curves to
motorists. It was found that lights angled inward by 7.5 degrees proved to be
optimum for giving plenty of warning to motorists as well as providing
increased illumination for the engineer. The lights so aimed maintained the
triangular pattern of light more consistently over a greater distance. It did
not blind the observer of the locomotive at various distance and inclination
combinations.

Norfolk Southern was stated as also using the
cross-eyed aim in the report. It was also stated that Burlington Northern had
replaced the pairs of strobe units it was using with a sealed beam headlight
crossing system. The report states that BN developed a laser aiming system
whereby the beams of the crossing lights would intersect at 400 feet in front
of the locomotive and continuing, would cross the opposite rails at 800 feet.
This aiming seems to be the standard being used by other railroads also. BN's
switch was said to be done to provide consistency with adjacent railroads.
Also, it was stated that although the strobe had a long life cycle, it (assumed
to mean flashtube) was not a standard replacement part.

The report concluded that the cross-eyed pattern
afforded a wider beam and range in front of the locomotive and less blinding to
the motorist.

Update (2000):
UP states that their ditch lights are aimed so as to cross at a point 400 feet
in front of the locomotive and the continued projection intersecting opposite
rails at 800 feet (in front of locomotive) For 2 lights, 60 inches apart, this
calculates to 0.36° inward . Most RRs are using this pattern according to
replies received (UP, Metra, CSX, NS, KCS, BNSF). Numerous replies from
engineers seem to indicate that the "cross-eyed" aim of the lights is
the best. Amtrak, however, is an exception:

This is to advise currently Amtrak's
auxiliary lights are referred to as crossing lights versus the configuration
used by some railroads referred as ditch lights. Amtrak also elects to direct
these lights directly down the track parallel to the rail in both the vertical
and horizontal plane. When they are activated by the engineer they do flash in
an alternate sequence

George P. Binns - Amtrak rep.

Universal Term - "Ditch Lights" (2000):

It appears that the crossing light systems were
originally wired as just that. Sounding of the locomotive horn would turn on
the 2 auxiliary flashing lights for a preset interval (30 seconds are stated
for certain RRs) or they could be manually activated by the engineer.
Apparently these lights were originally made with the concept of
"flashing" operation - which was the origin of their nomenclature
(grade "crossing" lights). These lights were for the primary purpose
of visibility of the locomotive to the motorists or pedestrians. The ditch
lights, on the other hand, most likely originated for the benefit of visibility
to the engineer or train crew.

There are locomotives that have both the flashing
crossing lights with their maximum allowed 15 degree deviation from the
centerline of the locomotive and the ditch lights with their maximum of 45
degrees, although this isn't common.

The 229.125 regulations do not require flashing
operation at grade crossings, leaving that up to the railroads to decide. All 3
lights of the triangular pattern are required to be continuously illuminated.

The trend of the contemporary usage of the 2
auxiliary lights encompasses functions both crossing lights and ditch lights.

The mounting requirements are identical for
crossing and ditch lights, but the maximum horizontal angular aim for these
lights is that of the crossing lights (15 degrees). This is to comply with the
Sec. 229.125 mandate.

Metra states that the lights they use only allow
for a maximum angular aim of 3° inwards or 3° outwards (total of 6°). In view
of the angular inward aim to achieve the intersection of the beams at 400 feet
(see above) this would appear sufficient.

The term most widely used now in describing these
2 lower auxiliary lights is "Ditch Lights". This appears to cause
much confusion for definitive term to call these lights mandated by 229.125(d).
They adhere to the aim specs. required for crossing lights in Sec. 229.133.
They can be used without flashing, if individual RR rules allow and have a dual
function of illuminating the roadbed as well as warning motorists and pedestrians.

I am not sure of the timeline, but
when CP went to ditchlight use, they use permanently mounted units.

Over at CN,
until the Canadian regulations changed, their ditchlights were usually referred
to as "mountain lights", and were portable. The lights would be
removed on units coming east and added to trains going west (don't know at what
locations) At one time is was very unusually to see CN units in eastern Canada
with ditchlights. Although, the empty mounting brackets would be clearly
visible.

Timothy Organ

Notice that the term "mountain lights" is used
here for "ditch lights" and also in the Gyralite Use chapter for the
Gyralite unit on the roof of the F9As.

The single sealed beam headlight (ditch light structure) used by
C&NW:

These were used as a warning light. Their function was similar to that of
the single Gyralites with a Red lens (17550/17570): warning of derailment (or
other emergency) especially in double track areas. The C-1785-RB light
consisted of a PAR-56 bulb and a Red lens. These were steady burn lights (no
flashing circuitry).

Here are some of the units whose warning lights may have
survived into the early 1970's, according to that mechanical department stuff:

Every last one
of them is a single red light on a hood unit. I can't tell you what the covered
wagons had. The ALCOs also often had the odd Nathan M3 horn with the oblique
and oddly flared "T" bell in the center position, pointing up and
over the edge of the cab roof. Very odd units, overall, and confined mainly to
the line running from Huron, SD to Waseca, MN, and on into Wisconsin.

Griff Hamilton

The SB-2000 is a single
headlight unit that was also used as a signal light (Mars Light chapter) by
C&NW. A red glass roundel was most likely used in this case.

RI No. 258 U28B photo by: Brian Paul Ehni (Houston, TX - Oct. 1976)

crop of above photo

RI No. 631 E6 photo by: Dick Tinder (Winter 1969)

Dick (photo above) said his opinion is
that the lights were a precursor to what are called "ditch lights"
these days and that RI was just experimenting with trying to improve
visibility.

Brian (photos above) stated that he
remembered seeing a locomotive with these lights at night 25 years ago - and
that the lights alternated, as do today's ditch lights. He said he heard that
the lights were more of a visibility test item.

Those lights up
in the corners were relatively late add-ons that were not there when built.
They showed up in the '70's. They were not normally on when running, if I
remember correctly.

Both of those
units you linked to (URLs sent) were considered U28B's by the RI, and the
location of one of the photos looks like it is the Silvis deadline. Some U25B's
(like #209 and #228) had these lights for a while, too, but they were not on
the majority of either of these classes of units.

The Rock
Island had its hangups (like no dynamic brakes) and they were not big on
motor-driven lights in anything other than F/E units. Why they tried this
experiment is beyond me.

Looking at the
size/shapes of the housings, I think we can rule out any mechanical mechanisms
being involved. If they did flash, this would strike me as a real departure, as
the Rock Island just didn't go in for Gyralites/Mars/Oscitrols on their other
hood units. Very strange.

I did find a
photo in Phil Hastings' book "Remember the Rock," showing #228
crossing the Cedar River in 1979, and the lights are on the unit at that time.
Unfortunately, you can't tell what is going on as far as illumination, but it
looks like neither are lit up, while the dual headlight definitely is. Also in
the book is an early 1980 partial shot of #209 (or so it says) with the light,
but it is trailing, so no information is gained there.

In Louis
Marre's book "Rock Island Diesel Locomotives," there is also a
partial shot of #243 showing the lights (in 1975), and unknown unit shot in
1970 according to the caption. Diesel Era Vol 4, #3 shows 209 with the light in
1975, Vol 6, #1 shows a rear view of a unit with the lights (also in 1975). It
looks like #225-238 went to the Maine Central, while #242, 244, 246, 248 and
254 went to Transkentucky Transportation ( a dealer, I think). Maybe they still
exist? Engines #201, 203, 210 and 222 were rebuilt to slugs, and #207 and 208
were retired by 1980. Engines #212 and 221 were rebuilt to U28B standards after
wrecks. Units #200, 202, 214, 216, 218, 219, 220, 240, 241, 247, 249 and 256
were cut up at Silvis, IL in 1981. They are long gone. As for the rest, I don't
know their fate.

Obviously, the
lights were on some units by 1975, and if the caption is correct on the one, by
1970.

Two of
everything on the Rock (the "Noah's Ark" of American railroads), but
a few more than that as far as these lights are concerned. Another interesting
twist is that I can't find any shots of RI EMD power with them!

Griff Hamilton

I remember thos lights in the
late 60's/early 70's on U25B and U28B engines. I never saw them lighted, but a
friend told me they used them at grade crossings and they would alternate
similar to what some ditch lights do when the horn was blown. It seems that
they were gone before 1977......

James Bernier

Sounds like
a high-mount predecessor of the flashing ditch lights, but the thought of the
Rock going to the trouble of putting an electro-pneumatic switch in those
things...

On the other
hand, they did try the electric toilet in some units, too.

Just think if
the Rock had put two on the corners of the roof and two on the pilot, then
alternated the four of them. It would get motorist's attention if anything
could. Frankly, I liked the Chicago Central's "flash at the crossing"
ditch lights, and I still think they are a good idea.

Griff Hamilton

Timothy Organ sent an article entitled: “GUILFORD –
Five Years of Change” by Scott Hartley which shows both roof lights and
headlights illuminated on the RI 228. Griff also found 228 in operation with
both roof lights and headlight illuminated in Phil Hasting’s book, mentioned
above. (The Guilford article’s photo of the 228 also shows a pair of roof
mounted 360° strobes.